Avanti West Coast

Mike Amesbury Excerpts

Wednesday 7th September 2022 Commons Chamber

[Trudy Harrison]

Absolutely. I understand the challenges, particularly on the Cumbrian coast line. I have spoken to passengers who have suffered the pain of having their last train cancelled. I for one would like to see that policy come to an end. That is why we have taken the difficult decision to reduce the timetable so that we can provide certainty and avoid people expecting a train to be running and then being told at the last minute that it will not run. That is in nobody’s best interests. On whether these are unofficial strikes, the reality is that, for something like 20 years, train drivers have been happy to work their rest days. The fact is that they are now no longer willing to do so, which has taken out of service around 40 of the 50 drivers who regularly work their rest days. We can all appreciate the immediate challenge that that has placed on Avanti, which, as I understand it, is the only train operating company to have endured such a harsh, urgent and immediate step by their train drivers.

[Mike Amesbury (Weaver Vale) (Lab)]

Passengers are sick and tired of delays, cancellations, reduced timetables, and an inability to book tickets in advance. We have a bizarre situation where Avanti received £4 million as a reward for customer service. It is now time for the Minister and the new Secretary of State to intervene and remove the franchise from the company and put in place a publicly owned and publicly controlled franchise.

[Trudy Harrison]

So the hon. Gentleman says. I am not so convinced by what he says. There have been considerable benefits from the privatisation of the train sector. We have seen a doubling of passengers and many, many improvements. Nobody is saying that the current situation is acceptable. That is why we are looking at this and why all options remain on the table, but I am not quite as convinced as he might be about the solution.

High Speed Rail (Crewe - Manchester) Bill

Mike Amesbury Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[The Minister of State, Department for Transport (Wendy Morton)]

I beg to move, That the Bill be now read a Second time.

Today, the House is considering the next stage of HS2—the section from Crewe to Manchester, a route that will bring high-speed rail to the heart of the north for the first time. When this section is completed, HS2 will link the UK’s three largest conurbations, Greater Manchester, the west midlands and London. It will double capacity on the UK’s busiest rail route, freeing up much-needed space on other congested rail lines. It will halve journey times between Manchester and Birmingham, and it will speed passengers from Manchester Piccadilly to London Euston in just one hour and 11 minutes —a trip that takes over two hours today. By transforming rail travel for millions of people each year and acting as a catalyst for investment, jobs and regeneration, this vital route will honour the Government’s defining commitment to levelling up our country.

[Mike Amesbury (Weaver Vale) (Lab)]

My constituency contains a large town called Northwich. Just over a year ago, part of the station collapsed: the roof collapsed. Through the grace of God, nobody died.

As the Minister may well imagine, people are somewhat sceptical about HS2. We see significant investment going into it, while we have a station where those who are disabled cannot go in one direction because they cannot cross a bridge. Will the Minister consider intervening and genuinely levelling up for the people of Northwich, as part of this project?

[Wendy Morton]

I am aware of that station, but I gently remind the hon. Gentleman that the Government are investing record amounts in conventional rail alongside HS2.

I am sure that the House was as delighted as I was to see the Elizabeth line open last month: a major new artery to meet growing passenger demand in the south-east for decades to come. The Elizabeth line had its beginnings in a hybrid Bill, and it is great to be able to celebrate the fruits of our labours. Today, we push forward again with another Bill for HS2, the third of its kind. This Bill, and what we are delivering for the north and the midlands, is even more ambitious than the Elizabeth line was for London.

--- Later in debate ---

[Chris Clarkson]

My hon. Friend makes an excellent point. In fact, this is the biggest investment in rail, I believe, in the history of this country and it is certainly more than the sum of its parts. That £96 billion will multiply and multiply again. Warrington is already a hub of both commercial and industrial activity. It is not properly connected to Manchester. It is a bit of a mission to get from A to B, as it is to get from Warrington to Liverpool. To get from Liverpool to Manchester is like pulling teeth. The very first seat I contested, in 2015, was Wallasey. I had to start very, very early in the morning on a Saturday to get there in time for my first canvassing session. I would welcome more connectivity, especially the high-speed rail link my hon. Friend talks about.

This Bill is more evidence that the Government are delivering on the integrated rail plan for the north. The Crewe-Manchester scheme will also provide the basis on which much of Northern Powerhouse Rail can be developed. I hope that eventually it will provide connectivity from Liverpool in the west to Hull in the east.

[Mike Amesbury]

On connectivity and levelling up the north, my constituency includes Northwich, not far from Manchester and certainly not far from Crewe. HS2 is wonderful in terms of the job opportunities it will create in Crewe and the surrounding area, but on average it takes one hour 40 minutes to get from Northwich to Crewe, which the hon. Member will know is not actually that far up the road. Those who are disabled or immobile and who need to use a buggy cannot go in one direction, because there is no disabled access. He paints a wonderful picture on investment, but does he agree that there is a considerable way to go?

[Chris Clarkson]

I paint a wonderful picture because there are so many wonderful things to work with, but I absolutely agree with the hon. Gentleman’s point. Accessibility to public transport is hugely important. I have the same problem with the stations in my constituency. I only have two and one of them is completely inaccessible for those with even the slightest of mobility issues, so we have a lot more to do. Investment in local services will be driven by the fact that there will be more demand for them once we free up capacity, but I absolutely take the hon. Gentleman’s point. I know his part of the world very well and for somewhere so well located it is surprisingly poorly connected.

I hope that providing connectivity from east to west will be a vital part of our long-term competitiveness as a region. I strongly urge Ministers to keep up the pressure on that part of the project. East-west will be as important, if not more so, than north-south in the long run.

I am pleased that Ministers from the Department for Transport have been engaging with local government to make sure they can build on the opportunities of HS2 and spread the benefits of this public investment in levelling up across the region. It will not just be the centre of Manchester that will benefit. Those on the outskirts will also see the rewards. It will bring more investment into our area and into other areas of the north-west, too. It will spread the good around.

That is not to say there are not some sticking points. My hon. Friend the Minister, Department for Transport, my hon. Friend the Member for Pendle (Andrew Stephenson) will have heard from most Greater Manchester MPs at one point or another. Obviously, there will be some snagging issues, but I am pleased to say that in the round when I have had questions or concerns, I have been able to have a frank and open conversation with him and have received honest answers, even if they are not always the ones I wanted.

I understand that the Greater Manchester Combined Authority has a number of concerns about the Bill in its current form, the largest of which is how Manchester Piccadilly will be developed and configured to accommodate HS2. Its preference is for an underground through-station, rather than the proposed new six-platform overground station next to the existing one. I am pretty agnostic about that—I can see arguments for both—but I took the time to do a bit of homework on the underground option. My concerns, essentially, are that the project calls for a huge tunnel to be built under the station which is larger than anything that has ever been drilled before. We would end up with the same situation as Euston, where we have to build a giant box underground. That, in turn, means it cannot be situated under the existing station, so it needs to be either alongside it, as is the case with the overground station anyway, or somewhere else altogether, which is largely pointless.

As the GMCA wants a through station, we will need to have very bendy tunnels, which will slow down the trains on their approach and increase journey time, or we will have to build the station at a right angle to the existing station, which will mean it will be an absolute nightmare for people to get from A to B, again negating its value. Added to that is the fact that we will have a hole in the ground for a period of about seven years, which will basically be an opencast mine, with trucks making thousands of movements a year to take spoil through the centre of Manchester.

[Chris Clarkson]

My hon. Friend knows that I am an enthusiastic supporter of the Public Order Bill. To be fair, if we could get the protesters to do the tunnelling for us, it might save us 5 billion quid. That might be a way of doing it—get a few Swampy types in and get the job done.

We have regenerated the centre of Manchester many times, certainly in my adult lifetime, but this is not the kind of regeneration that we particularly want. It will undo a huge amount of good. Digging up a square mile of the city centre will certainly not deliver the value for money that we want. Having said that, may I encourage the Minister to publish in the Library the cost-benefit analysis of both versions of the station? That would enable a fuller debate, especially when the Bill comes before the Select Committee. The subject needs to be discussed further.

[Mike Amesbury]

If an underground station is good enough for London, why not Manchester? The scale of this investment will benefit generations to come. We have to get this right. What is good enough for London certainly should be good enough for Manchester.

[Chris Clarkson]

As a proud northerner, I do not think there is any bit of London that cannot be improved by digging it up. I do not think that the same is true of the centre of Manchester.

As for the cancellation of the Golborne spur, I join my hon. Friends the Members for Leigh (James Grundy) and for Warrington South (Andy Carter) in welcoming the reconsideration of that ludicrous white elephant. As hon. Members well know, it was originally included only as a sop to the former Member for Leigh, who is now the Mayor of Greater Manchester. That money could be much better deployed elsewhere, including on integrating our public transport properly.

That point brings me to my favourite subject: public transport. One area on which I can make common cause with the GMCA is that the project needs to be fully integrated into whatever network the Mayor gets around to implementing. I particularly note the call for a new Metrolink station, Piccadilly Central, to be included in the project. I support that call fully, although I will be less than chuffed if central Manchester gets yet another metro station before either Heywood or Middleton is connected to the network.

I urge the GMCA and Transport for Greater Manchester to get their collective digits out of wherever they are, and get on with the feasibility studies that are supposed to deliver these projects. Obviously, levelling up needs to be more than just a railway, but building HS2 is a vital first step towards drawing wider investment into Greater Manchester and the wider north-west. Building this scheme will help to bring businesses, jobs and prosperity to our region.

--- Later in debate ---

[Robert Largan]

It gives me great pleasure to facilitate that tête-à-tête between my hon. Friends the Members for South Ribble (Katherine Fletcher) and for Wellingborough (Mr Bone).

One of the most frequent tropes used by opponents of HS2 is, “We don’t need to invest in rail because we have high-speed broadband. Everyone will be working from home and having remote meetings, so it is not a problem at all.” How would we deliver freight via Zoom? It is not possible to deliver millions of tonnes of freight a year over the internet, and those who argue otherwise are completely missing the point. We desperately need to move away from road haulage and on to rail freight, which is one of the big benefits of HS2. It opens up capacity not only for passengers but for rail freight, too. I am very proud to represent a large number of quarries, and I chair the all-party group on mining and quarrying. One big challenge is getting all the aggregate out of our quarries and on to site. At the moment, a huge volume of that is done by road, by HGVs, which causes huge problems across the Peak district. Being able to increase that capacity is a big benefit of high-speed rail.

I next come on to address the point about cost, which has always been mentioned. People say that the cost of high-speed rail is “astronomical” and “completely ridiculous”, and that this is “a white elephant”. Let us consider the opponents of HS2’s worst-case-scenario cost figures—I think they are massively inflated, but let us take them at their word. How much would that actually cost when we spread it out over the lifetime of the project, which is decades? Even on the worst-case scenario, we are looking at about £5 billion a year, which is half of what we spend on overseas aid every year. When we are talking about a huge investment to upgrade the most important railway line in the country, spending 0.25% of our GDP a year over several decades does not seem to be a disproportionate amount of money.

Another of my favourite myths is, “HS2 is bad for the environment.” I recall that in the last one of these debates the hon. Member for Brighton, Pavilion (Caroline Lucas) referred to HS2 as “environmental annihilation”. I am not sure whether she has ever been to Kent, where HS1 exists; it is still the garden of England. One wonders whether some of the opponents of HS2 have ever seen a railway line. We are not talking about eight-lane superhighways; we are talking about a relatively narrow footprint and about beautiful pieces of infrastructure. I would happily take all those people to places such as New Mills and Chapel Milton, where stunning viaducts criss-cross a national park, no less, and are beloved parts of the landscape.

Next, people say, “It’s a false choice. We should be investing in local lines, not spending billions on this big infrastructure project.” That is just a completely false narrative. A big part of opening up this capacity is that it helps existing commuter lines, with High Peak being the perfect example of that. Commuters on the Buxton line heading into Manchester from places such as Whaley Bridge, New Mills, Chapel-en-le-Frith and Buxton are on a really poor service. Why is that? It is because it has to go through the Stockport-Piccadilly corridor, which is one of the most congested lines anywhere in the country. There is not enough space on that line to get a more frequent or more reliable service into Manchester. HS2 opens up the Stockport corridor and will allow for a more reliable and more frequent service for my constituents.

We are also doing all the investment in the local lines too. The £137 million upgrade of the Hope Valley line in my constituency is under construction already; the HS2 Minister recently came with me to see the construction progress. That is also going to have a huge positive impact on commuters in my constituency and, again, it is going to open up freight capacity to help get goods out of the quarries in the Peak District and through into market.

Yes, I would like us to go even further. I would love to see us upgrade the Glossop line as well, as there are interesting proposals to go for a double track beyond Broadbottom to Glossop and to improve signalling on the way into Manchester Piccadilly, which could open up even more improvements on one of the fastest growing and busiest commuter lines anywhere in the country. That would be fantastic too.

Having gone through a number of the myths in relatively quick fashion, let us have a look at what we are talking about tonight, which is this Crewe to Manchester Piccadilly leg. It is really important that we get this right. A number of Opposition Members have talked about Manchester Piccadilly station, and I agree that it is essential that we get this right. Huge sums of money will be involved and this is an opportunity to dramatically improve one of the key stations not just for Manchester or for people in High Peak who commute in there, but for people across the entire north of England. This needs fixing and it is important that we explore all the options, including an underground line.

[Mike Amesbury]

It is good to hear that we have some consensus on that issue. As the hon. Member powerfully said, it is not a trade-off between a national project and local services and facilities. My constituents in the Northwich part of my constituency would love to have the promised two trains an hour, but because of the lack of capacity in and around Manchester it just cannot happen. That is where Ministers need to focus a little more energy and to invest to ensure that this project lasts for generations.

[Robert Largan]

I know Northwich very well—in fact, I used to work there—and HS2 will open up huge opportunities for the hon. Gentleman’s constituents.

I am pleased that, after my discussions with the HS2 Minister, the instructions to the Select Committee on the Bill allow it to look into all options at Piccadilly. That is really important. The Committee also needs to look into all options at Manchester airport. A few people have already talked about making certain that we get that right, with the proper Metrolink, rail and bus links. There is lots of work to be done in the Bill’s next stage.

Let me conclude by saying that high-speed rail and the Government’s wider £96 billion investment in rail in the north of England is good not just for the environment, the economy, jobs and the High Peak; it is good for the whole of the north of England and for the whole country. Let us get on and build it.

--- Later in debate ---

[Andy Carter]

My hon. Friend is absolutely right. It will be a catalyst for development not just in Warrington or in Lancashire and Cheshire but for the whole of the north-west of England. That is why the integrated rail plan, with its sequencing and rail investment, is so fundamental for the north of England.

While I was standing on Warrington Bank Quay station, I listened to Opposition spokespeople talking down the £96 billion plan being put forward by Government. There was no recognition of the fact that this Government are putting investment into trains in a way that has never happened before in the north of England—that was completely overlooked by the Opposition parties. There is now an opportunity to deliver on the levelling-up promises and allow people to travel around the north-west of England in a way that they have never done before.

[Mike Amesbury]

The eastern leg of HS2, Northern Powerhouse Rail at the time, was cancelled. That took out billions of pounds and actually levelled down the north. We cannot rewrite history; that is a fact. It is also a fact that there are people in constituencies such as mine who are waiting an hour or an hour and 40 minutes for a train. It is still just not good enough.

[Andy Carter]

I accept that train services from the hon. Member’s constituency are not as good as they should be, but the Government’s plan is about addressing those issues by investing in the north of England. I have to ask him: when did the last Labour Government invest in trains in the way that this Conservative Government are doing in the north of England? I do not think they ever did.

I remember knocking on doors at the general election and talking to constituents across Warrington about their priorities. They were really clear that they wanted better opportunities to commute into the principal cities of Manchester and Liverpool, but when they arrived at the station in Manchester on a Monday morning to try to catch a train, there was no capacity—the two carriages were absolutely full. The Government’s investment will address that and resolve those issues, and I know that my constituents welcome the proposal to build a new line far more quickly than was previously proposed.

When I was standing on Warrington Bank Quay station with the Secretary of State and the Prime Minister, the fly in the ointment was the HS2 Golborne spur, which would have meant that trains from London bypassed Warrington. It would have been a £2 billion to £3 billion rail investment that would have caused nothing but pain for my constituents in Heatley and Lymm, and for constituents along the line in neighbouring constituencies in Warburton and, crossing the Manchester ship canal, in Rixton and Glazebury, in Culcheth in Warrington North, and in Leigh.

For once, there was an outbreak of unity between me and the leader of Warrington Borough Council. We both opposed the scheme and, finally, the Government have listened and taken steps to put it on hold. On Saturday, I met one of the families who were expecting to lose their house. They had lived under the cloud of the Golborne spur for more than 10 years. I visited their lovely farm on Wet Gate Lane, Lymm and met some of the family who live there. They said to me, “Thank you.” They thanked the rail Minister, the HS2 Minister and the Prime Minister for listening to their pleas. Finally, the Government are listening to local people, but the clear message was that we now urgently need to review the safeguarding measures that are in place because, although there is a clear intention to move forward, they still live under the cloud that HS2 could be built in their area.

This is not just about HS2 and Northern Powerhouse Rail; it is also about investment in public transport through buses. I am incredibly grateful to the Government for the £42 million that is coming to Warrington to level up public transport through buses. An entire new transport fleet is going to Warrington’s Own Buses’ zero-emission buses, and £16 million of support will help to improve the frequency of buses and ensure that fares are kept low. That will make a massive difference to people living in my constituency, and I am grateful that this Conservative Government are levelling up in the north of England.

--- Later in debate ---

[The Minister of State, Department for Transport (Andrew Stephenson)]

HS2 is a substantial investment in our railways. I thank all right hon. and hon. Members who spoke in the debate. All contributions demonstrated the need for us to continue to listen to those who know their local communities best. Both I and my officials will continue to engage with local residents and communities to improve the scheme, to ensure that it is part of building vibrant communities and to support the Government’s ambitions to deliver net zero.

[Mike Amesbury]

Residents, Cheshire West and Chester Council, and Cheshire East Council have real concerns about the geology due to the salt mines around that spur of the line. Will the Minister assure us that he and his officials will address those concerns and respond as a matter of urgency?

[Andrew Stephenson]

As the hon. Gentleman will know, I work regularly with the leaders of both councils, and on visits to HS2 line-of-route constituencies I have met local campaign groups. HS2 Ltd has taken into account special considerations of the geology in that part of Cheshire, and the design of the scheme has been informed by a wide range of information, including the British Geological Survey’s maps and surveys, salt extraction operations, and the locations of mines. We will continue to carry out significant ground investigations as we progress the scheme.

Before I turn to the contributions made during the debate, I will briefly set out some of the motions that we will be seeking to move formally, following Second Reading. The committal motion passes the Bill to a specially appointed Select Committee. It will be tasked with looking into the detail of the route, and hearing any petitions on different aspects of the Bill. I thank the Committee in advance for the work it is about to do. A separate instruction motion is designed to allow the Committee to have a full understanding of the work. That includes an instruction to the Committee to remove the Golborne link from the Bill. If the House passes that motion, the Government will make an additional provision to remove those powers from the Bill. I recognise that the Labour party has tabled an amendment that opposes our motion to remove the Golborne link, but I urge it to give the Government time to consider all the different options to deliver maximum benefits to Scotland, and to deliver Scotland the transport solution it deserves. To maximise those benefits to Scotland and the north, it is right that we remove the Golborne link at this stage, because the principle of the Bill is agreed on Second Reading.

Rail Strikes

Mike Amesbury Excerpts

Wednesday 15th June 2022 Commons Chamber

[Louise Haigh]

That is what any responsible Government would be doing right now.

[Mike Amesbury (Weaver Vale) (Lab)]

It seems that we have a Tory Secretary of State for strikes—a Secretary of State giving the green light to strikes. There is an offer on the table from the General Secretary of the RMT. The shadow Secretary of State has clearly referred to ACAS. Does she agree that this is about talk, talk and about negotiation? This is about all those parties—the employers and the trade unions—meeting together. Should the Secretary of State not be taking up that offer from the RMT Union?

[Louise Haigh]

My hon. Friend is absolutely right. The Secretary of State could call in ACAS this afternoon in order to take this dispute forward, but, instead, despite repeated promises made to the public, this Government have slashed 19,000 rail services, hiked up rail fares, and presided over near-record delays. The insane system that they have created means that private operators, handed millions of pounds for failing services, will be protected throughout the strike. Those operators have no incentive to settle this dispute. They will carry on collecting their fee and the taxpayer will foot the bill. That is the reality of the Conservative mismanagement of our railways.

Finally, let me say this loud and clear: the tens of thousands of workers who keep our railways running are not the enemy. In 2020, the Secretary of State called them “true heroes”. They kept our country served and stocked during the pandemic. They are cleaners, technicians and apprentices—the very same people to whom the Prime Minister promised a “high-wage economy” before presiding over the biggest fall in wages in a decade. Just six weeks ago, the Transport Secretary and his colleagues confected outrage about the illegal decision to replace 800 P&O workers with agency staff. He even called on the public to boycott P&O, but in reality he is acting directly from P&O’s playbook. The only difference is that he wants to make it legal.

Today, the Government have shown their true colours: they want to gut the rights of British workers. How do they think scandals such as P&O can be avoided or even properly punished if they are going to take the axe to the limited protections that workers currently enjoy? Labour will always fight for fair pay and a decent wage for working people. However, rather than do their job, desperate Tory Ministers are spoiling for a fight to distract from their chaotic, discredited and aimless Government.

Great British Railways Headquarters: Crewe Bid

Mike Amesbury Excerpts

Tuesday 29th March 2022 Westminster Hall

[Dr Mullan]

I fully support that ambition, because we all know how important local railway connections are, alongside the big intercity connections. I see on the roads in and around Crewe that challenge of freight and transport. The more we can get on to the railways, the better.

Crewe has connections to three international airports, making it the perfect place for engaging with the railway industry internationally. Importantly, that connectivity extends beyond passenger connections. As we have mentioned, Crewe is also a key strategic hub for the rail freight industry, with connections to ports servicing both the Irish sea and the Atlantic. Basing the GBR HQ at Crewe will send a clear message to the rail industry that the value and importance of rail freight is front and centre of the Government’s ambitions for our railways. There is no better place in the UK than Crewe to connect with all areas of the country, north to south and across the borders.

[Mike Amesbury (Weaver Vale) (Lab)]

I thank the hon. Member for giving way and for making such a powerful case. Crewe is a railway town, as hon. Members have said. A successful bid will power up Cheshire, so we are here, cross-party, to speak on its behalf, which gives the bid even more credibility, but it goes beyond Cheshire and the north-west. Indeed, it powers up our great nation, so I commend the hon. Member on his campaign. I hope the Minister listens and makes the correct, informed decision. The bid has cross-party support from both councils in Cheshire East and Cheshire West, and from all the local MPs, regardless of our political persuasion.

[Dr Mullan]

I thank the hon. Member for Weaver Vale (Mike Amesbury) for his support. As he says, the bid has cross-party support from councils and Members of Parliament. It would be a benefit not only to Crewe, but to the wider region.

I want to talk about what the GBR HQ coming to Crewe will do for the people of Crewe as well as for GBR. As I have mentioned, Crewe’s growth has often been tied to the railways. As locomotive manufacturing in the UK faded, although the community spirit and heritage remained, in some respects Crewe’s fortunes faded as well. Six out Crewe’s 13 wards are in the 10% of most deprived nationally, concentrated around the town centre. There is a £5,000 gap between household earnings in Crewe compared with the Cheshire East average, and 8.4% of 16 to 17-year-olds in central Crewe are not in education, employment or training, compared with a Cheshire East average of 2.3%.

We are already seeing benefits from the Government’s levelling-up agenda, which the awarding of GBR can build on and cement. We have a Crewe town deal, funding for an institute of technology, and of course the HS2 hub. Importantly, while all of those are positives, they would not replicate the investment that GBR represents. The area around the station has been allocated as the HS2 station hub strategic employment site, providing opportunities for new investment in high-grade office space, with a hotel and amenities unlike anything else currently available in Crewe. GBR has the opportunity to become the landmark occupier, helping to cement the scheme and shape the future regeneration of Crewe.

This journey of regeneration represents opportunities for GBR as well. As the Minister will see from the bid put forward by Cheshire East Council, there are several locations where the GBR headquarters could be placed in Crewe, all within a short walking distance of the station, other railway industry offices in Crew and, importantly, the HS2 development. There are many plots that are ready for staff to move into, involving little work and making the move very straightforward. Importantly, office rents in Crewe are 84% to 87% lower than in Birmingham or Manchester and would be much cheaper than many competing areas for the headquarters.

P&O Ferries

Mike Amesbury Excerpts

Thursday 17th March 2022 Commons Chamber

[Robert Courts]

My hon. Friend raises a number of important issues. There are different legal regimes applying here, and things depend on which one is applying. One is employment rights, which we have referred to, but he is right to say that there is also the MLC. This will depend upon what circumstance we are looking at. It is not entirely clear exactly what has happened. I will continue to look at that. I would expect that any ramifications that arise because of decisions taken by P&O would be ones that it would put right and not look to the Government to do so.

[Mike Amesbury (Weaver Vale) (Lab)]

P&O Ferries’ actions today, in sacking 800 workers via Zoom, are despicable and disgraceful, as has been said by Members from right across the Chamber. Of course we now need deeds, not just words. Some £270 million was paid in dividends and about £15 million paid in furlough. We need some teeth there. Those workers should be reinstated and that requires ministerial intervention. The hon. Member for Wellingborough (Mr Bone) referred to the arrangement with licences—well, let us get on with it and show solidarity with those in the RMT—National Union of Rail, Maritime and Transport Workers—and all their families.

[Robert Courts]

The hon. Member is right that the behaviour we have seen today is unacceptable. I will be meeting the RMT later to hear what it has to say, and I will work constructively with it to see whether there is anything that I can do in support. He asks us to think about those affected and their families, and I of course entirely agree. I will talk to colleagues across Government and speak to the unions and those affected to see whether there are any further steps that we can take.

Oral Answers to Questions

Mike Amesbury Excerpts

Thursday 17th March 2022 Commons Chamber

[Grant Shapps]

My hon. Friend is absolutely right; the Mayor of Manchester, Andy Burnham, needs to go back to the drawing board on this.

[Mike Amesbury (Weaver Vale) (Lab)]

Will the Minister join me and my hon. Friend the Member for Ellesmere Port and Neston (Justin Madders) in congratulating the Unite workers on refusing to unload Russian oil at Stanlow in Cheshire? What further measures is the Secretary of State applying to sanction Russian oil and gas?

[Grant Shapps]

Yes, I do join the hon. Member in congratulating them. That came after I wrote to all the ports and asked them not to allow in Russian ships and Russian-connected ships. I should point out that this is the only country in the world to have a Russian-connected ban at our ports, and we look forward to other countries joining our lead, just as Minister Kubakov explained.

Bus Service Improvement Plans: North-west England

Mike Amesbury Excerpts

Wednesday 9th March 2022 Westminster Hall

[Charlotte Nichols (Warrington North) (Lab)]

I beg to move,

That this House has considered funding for bus service improvement plans in the North West.

Thank you for chairing the debate, Ms Nokes.

In Warrington, we are proud of our municipal bus company. It provides connections between our homes and communities, between jobs and opportunities, between healthcare facilities and between our friends and families. For those without cars, like me and thousands of my constituents, buses are essential, and good, reliable bus services are a huge part of the wider picture of reducing carbon emissions and dependence on foreign oil.

Because millions of people across this country rely on buses—they cannot just hop into a car if services are slashed—and they cannot find extra cash if fares rise, bus cuts mean being cut off. Deregulation and a decade of Tory decline have meant that more than 3,000 bus routes and more than 350,000 passenger journeys have been lost. The majority of short trips, under 5 km, are made by car. As a result, our region has a significant air pollution issue. In the Liverpool city region alone, more than 1,000 deaths a year are linked to that silent killer. On public transport, 80% of journeys are taken by bus, yet bus fares have risen by 40% and routes have been mercilessly cut nationally. The millions of people who use buses and the communities who depend on them have been ignored for far too long.

[Mike Amesbury (Weaver Vale) (Lab)]

I thank my hon. Friend for opening such a vital debate. One route in my patch that has been or is about to be decommissioned is the No. 62 from Runcorn to her patch, Warrington. That just shows that reregulation is vital. I hope that the judicial review today comes out on the side of those who want to give regulation teeth.

[Charlotte Nichols]

I thank my hon. Friend for that important intervention. As he says, services being cut means communities being cut off from one another. The millions of people who use buses and the communities who depend on them have been ignored for far too long. They have been an afterthought in decisions made far away in Westminster by politicians who have no understanding of them. The shockingly bad services left behind have made public transport increasingly unviable. In Warrington over the last decade, almost 50% of services have been cut. That is absolutely appalling. It means that people in our community—in particular, elderly residents who do not drive—are completely cut off from other parts of the town.

Just a year ago, the Prime Minister and the Transport Secretary launched the “Bus Back Better” strategy and they pledged to provide a great bus service for everyone everywhere. They promised that it would be one of the great acts of levelling up. This was the ambition: £3 billion of transformation funding was supposed to level up buses across England towards London standards, with main road services in towns and cities to run so often that people would not even need a timetable, and better services in the evenings and at weekends; and to provide simple, cheap flat fares that people could pay with a contactless card, and daily and weekly price capping across operators and rail and trams, too.

In Warrington, our Labour-run council has shown real ambition with a plan to increase bus use by between 5% and 15% through excellent council working with partners to make buses more frequent, faster, reliable, cheaper, easier to use and better integrated. This is a local community backing buses.

--- Later in debate ---

[Margaret Greenwood (Wirral West) (Lab)]

Thank you, Ms Nokes. It is a pleasure to serve under your chairmanship this morning.

Since the Conservatives deregulated buses outside of London in the 1980s, services have suffered. That has been felt on Merseyside where, under the current operating model, private bus companies set routes, ticket prices and timetables. It is a system designed around profit, not passengers, in which services can be withdrawn at short notice if they are not profitable enough.

A report last year by the academic Philip Alston, the former United Nations special rapporteur on extreme poverty and human rights, found that the deregulation of buses has

“provided a master class in how not to run an essential public service”,

leaving residents at the mercy of private actors who have total discretion over how to run a bus route or whether to run one at all. That is the Conservative legacy on buses. Since 2010, more than 200 bus services have been lost across the Liverpool city region—a shocking statistic.

A number of my constituents in Wirral West have been in touch with me in recent months about a reduction in the service of the No. 71 bus, which runs from Heswall to Liverpool via Irby. I know from that correspondence just how important these services are to local people. Lost and reduced services can impact on people who need to get to work, to hospital appointments, to school or college or to meet friends.

Public transport is immensely important if we are to tackle climate change and the issue of air quality. It is important that we encourage people to use it, and that will happen only if services are reliable and affordable.

Thanks to the hard work of Metro Mayor Steve Rotheram and local leaders, services in the Liverpool city region are on the way to being publicly controlled again. Last week, members of the Liverpool City Region Combined Authority signed off on proposals for a franchising system to be the preferred method of running bus services. That will bring the system back under local control, allowing the combined authority to specify the network, control fare policy and drastically improve ticketing. I echo the words of Mayor Rotheram, who described the move as “momentous”. He has long advocated a London-style transport system across Merseyside, which is nothing short of what local people deserve.

Transport authorities in the north-west and across the country are waiting to learn their funding allocations for their bus service improvement plans. The Government have said they will announce details on how the funding will be allocated in due course. Authorities have been waiting since October to find out their individual allocations and need to know as soon as possible how much they are getting so that they can put their plans into action.

Analysis by the Confederation of Passenger Transport has suggested that more than £7 billion will be needed to fully deliver the measures that local transport authorities have included in their bus service improvement plans. The Government have set aside £1.2 billion for the plans, creating a huge funding gap between what local authorities want to deliver and the funding that the Government are making available.

Liverpool City Region Combined Authority has asked for £667 million from the Government for its bus service improvement plan. At the heart of the plan are measures to improve affordability, reliability and the environmental impacts of bus services.

The Campaign for Better Transport has said:

“It is doubtful that the current funding available will be sufficient…to achieve real transformation in ambitious authorities.”

When the Minister responds, can she tell us whether she agrees? Will she guarantee that the Government will come forward with the funds that we so desperately need for public transport systems, to make them affordable, reliable, and ensure that they meet the needs of passengers?

[Mike Amesbury]

Does my hon. Friend concur that the regulation, which Steve Rotheram and the leaders have announced, is mightily vital, but it does need those resources for a first-class affordable public transport system in our patch?

[Margaret Greenwood]

My hon. Friend is absolutely right; it is as if he had read the last line of my speech. It is absolutely vital that local authorities get the funding that they need, so that constituents like mine, and those of Weaver Vale, can benefit.

Oral Answers to Questions

Mike Amesbury Excerpts

Thursday 3rd February 2022 Commons Chamber

[Wendy Morton]

I share my hon. Friend’s frustration and, as I said in response to earlier questions, we have been supporting the industry heavily throughout covid-19. During the omicron part of the pandemic, the industry has been handling staff absences, but this is absolutely about getting those services back up and running as soon as possible. I assure him that that is what we continue to focus on.

[Mike Amesbury (Weaver Vale) (Lab)]

2. What recent assessment he has made of challenges facing driving licence and other services at the Driver and Vehicle Licensing Agency.

[The Parliamentary Under-Secretary of State for Transport (Trudy Harrison)]

Online services continue to operate normally. The DVLA has introduced new online services, recruited extra staff and secured extra premises.

[Mike Amesbury]

In the past three months alone, I have received 26 complaints about delays at the DVLA—

[Sir Desmond Swayne (New Forest West) (Con)]

Hear, hear!

[Mike Amesbury]

I know that this is reflected right across the House. One of those complaints came from Greta. Greta has ill health, she is disabled and she is reliant on her vehicle. Will the Minister intervene? Let us turbocharge this process, not only for my constituents, but for those of Members right across the House.

[Trudy Harrison]

I assure the House that online applications are not subject to delays and customers usually receive the documents within two to three days. We strongly encourage customers to use online services where possible. I pay tribute to the DVLA staff who have worked overtime and provided extra resources and extra sites. I am pleased to say that of the 36 cases the hon. Gentleman submitted, 32 have been closed, and I am following up the remaining four.

Transport Connectivity: Merseyside

Mike Amesbury Excerpts

Wednesday 12th January 2022 Westminster Hall

[Mick Whitley]

I totally agree with my hon. Friend. I will try to cover that issue a little later on.

That was why local leaders were so emphatic in urging Ministers to commit to the development of a brand new line: it was a once-in-a-lifetime chance for the Government to show that they were serious about honouring the commitments they made to the electorate in 2019. Those broken pledges have been shunted into the sidings. Instead of pushing ahead with the transformational changes that communities across Merseyside and the north urgently need and deserve, the Department for Transport has pushed ahead with an option that has rightly been rubbished by the metro Mayor, Steve Rotheram.

[Mike Amesbury (Weaver Vale) (Lab)]

My hon. Friend is making a powerful speech thus far. Does he agree that after 11 years in government, this plan demonstrates the hollowness of the Government’s so-called levelling-up agenda? In the words of the metro Mayor, Steve Rotheram, this is a “cheap and nasty solution”. It is no solution at all.

[Mick Whitley]

I totally agree with my hon. Friend: my next sentence was going to include the words “cheap and nasty”. This is levelling down, rather than levelling up.

The electrification of the Fiddlers Ferry route and its incorporation into the national rail network was included in the plan. That option on its own will do nothing at all to improve journey times. Instead of improving economic connectivity, this development threatens to cost our city region an estimated £280 million in disruption over the course of six years. At a time when we badly need to cut emissions and take action on air pollution, it will force an additional half a million cars on to the roads each year and critically undermine freight capacity.

We have been told that the costs of any new station in Liverpool will have to be met locally. A new station would serve as an essential cornerstone of any further expansion of the rail network, and would be indispensable in improving travel times on the upgraded line. However, with an estimated cost of £1.5 billion, it is an expense that our region—one of the most deprived in the country—can ill afford.

The Government’s inability to live up to their lofty rhetoric and deliver the rail revolution that the north was promised exposes monumental failings at the heart of their levelling-up strategy. Whether on transport, education or energy, the Government are simply not willing to put their money where their mouth is. The task before us is enormous: we are attempting to address decades of under-investment, managed decline, and neglect of our transport network.

I eagerly anticipate the Minister’s contribution today, and while I have no intention of prejudging his remarks, I am sure that he will point to recent spending announcements from which our city region has benefited. Of course I welcome that additional funding, but the Government still do not seem to grasp the scale of the challenge ahead, as the scrapping of the Liverpool to Manchester line clearly demonstrates. Individual spending announcements and piecemeal policies are not enough; there needs to be a transformational, long-term project with real buy-in from Westminster.

That is all the more important given the devastating impact that local government funding cuts have had on local transport networks. Wirral Council alone has seen its central Government grant fall from £260 million in 2010 to a measly £37 million this financial year, and now—like many local authorities on Merseyside—it finds itself in the midst of a deepening financial crisis. When we look to the future of transport, we must never forget the 10 years lost to Conservative austerity. For transport, as for so many services, this was a decade of destruction that will take a lot more than piecemeal handouts to rebuild.

Moreover, the levelling-up agenda has no chance of success if local voices remain stifled and local leaders remain powerless to take a lead in effecting change. Mayor Rotheram, the combined authority’s transport lead, and the leaders of Warrington Borough Council and Cheshire West and Chester Councils were unequivocal in their repeated warnings that option 5.1 was not right for our region. We must ask why they were not listened to, and why it is that policy makers in Whitehall continue to ride roughshod over local leaders who know the needs of their communities best.

In Merseyside, ambitious plans for a London-style transport network hint at what is possible when local leaders get the financial support and political freedom they need. As Mayor Rotheram has said, we cannot wait for national Government to act, because it will never happen. Instead, the Liverpool city region is forging ahead with plans to fundamentally reform our region’s transport network so that everyone on Merseyside has access to the affordable, accessible and green transport they deserve. The city region has already invested over half a billion pounds in a new fleet of state-of-the-art trains that will begin service later this year. Ambitious plans are also under way for the development of new stations and improvements across the region that will radically expand access to the network. The steps being taken to improve accessibility across the network will be particularly welcomed by my constituents in Rock Ferry, whose local station has for too long been inaccessible to wheelchair users and people with limited mobility.

However, rail is not the only sector in dire need of reform. Trains may connect our towns and cities, but buses bring communities together. Bus services are a vital lifeline for millions of people across the north, especially in areas like Merseyside that have such high levels of deprivation and low rates of car ownership. In the city region, 80% of all journeys taken on public transport are by bus, but since the deregulation of bus services in the 1980s, my constituents have been dependent on a fragmented and privatised system in which bus operators compete against each other while ignoring the needs of the local community.

A recent investigation into the provision of bus services on the Wirral exposed the scale of the problem that my constituents face. Residents reported having to catch two or three buses to travel even relatively short distances, and many expressed frustration at the difficulties they encounter in trying to reach Arrowe Park Hospital, which serves the entirety of our peninsula. Some of the most impoverished communities in my constituency, such as the Noctorum estate, feel all but cut off from the rest of Wirral, while other areas have no bus services at all, as operators deem those routes to be unprofitable.

Covid continues to have a negative effect on provision, with some services having not resumed since the darkest days of the pandemic. Here, again, the combined authority is taking decisive action. Using powers afforded to him by the Bus Services Act 2017, Mayor Rotheram is working to re-regulate the bus network across the city region to guarantee that commuters get the quality of service they deserve. The metro Mayor has also submitted a £667-million bid to central Government to increase services across the network, begin the roll-out of new zero-emission hydrogen vehicles and slash fares.

Rail Investment and Integrated Rail Plan

Mike Amesbury Excerpts

Wednesday 8th December 2021 Commons Chamber

[Grant Shapps]

At the risk of straying outside the bounds of the debate, I have already paid £4.1 billion to TfL to ensure the services can carry on running. I hope that, as a London MP, the hon. Lady will have a word with the Mayor of London and ask him where the plan he should have sent to us on 18 November is, because that is what is preventing a further settlement to a system we have of course always said we will support.

[Mike Amesbury (Weaver Vale) (Lab)]

rose—

[Grant Shapps]

I will make a little further progress.

“Ah,” some say, “But this was never the plan for Northern Powerhouse Rail.” That is basically their argument—“This is a good plan, but it’s not the plan that was in place”—but, again, that is wrong. In fact, we are using part of the existing route, which was always one of the options for Northern Powerhouse Rail so it is not something we have just created. But this is not, of course, just about that £23 billion for the east-west rail: Northern Powerhouse Rail will cut 20 minutes off journey times between Leeds and London, with a £3.5 billion package of work to upgrade the east coast main line, benefiting many other destinations including Darlington and Newcastle, and north to Scotland as well.

I have heard many comments about this plan in the last few weeks, it has to be said. The Leader of the Opposition cried “betrayal”, the shadow Chancellor said it was “shameful”, and the former shadow Transport Secretary the hon. Member for Oldham West and Royton (Jim McMahon) described £96 billion as “crumbs off the table”. We really do have to worry about a party that thinks that £96 billion equates to “crumbs”.

In reality, of course, the integrated rail plan is the biggest ever single Government investment in a rail network, five times more than the amount spent on Crossrail and 10 times more than was spent of the Olympics. I cannot help but detect the hand of politics in the Opposition’s reaction, but while they criticise and politicise, their constituents will start to see the benefits. They will ride on faster trains, sit in more comfortable carriages and not have to fight for a seat. Perhaps that is why the Labour Mayor of Manchester said the plans bring “significant benefits”, or the Labour Mayor of Doncaster welcomed the

“significant further investment in the East Coast Main Line”

or—

--- Later in debate ---

[Gavin Newlands (Paisley and Renfrewshire North) (SNP)]

I, too, welcome the hon. Member for Sheffield, Heeley (Louise Haigh) to her post and wish her well. No doubt we will chat soon about the role.

Those of us with long experience of the UK Government’s trail of broken promises and inaction knew that this day was likely to come. The minute the High Speed 2 Bills in this place were split by phases, it was clear that the Government were preparing the ground for cancellation once the political cover of promised HS2 to the north was no longer required. The idea of a rail strategy coming from the Department for Transport is a bad joke. In recent months, my office, and indeed my house, has accumulated a colourful collection of glossy DFT booklets and reports—a substitute for genuine action and construction. What with the Williams-Shapps plan, the integrated rail plan, the net zero strategy, the Union connectivity review and the transport decarbonisation plan, to name but a few, the Department is at least keeping graphic designers in work, and will no doubt keep fact checkers busy for months and years to come.

If hon. Members want to see real ambition and forward thinking, they should look across the North sea to Denmark—do not worry; I will come to Scotland. Denmark has managed to construct an 8 km bridge and a 4 km tunnel linking it with Sweden—a real bridge and a real tunnel, by the way, not a back-of-a-fag-packet scheme with roundabouts under the Isle of Man, dreamed up by the Prime Minister while he organised secret Santas. [Interruption.] I will come to it; don’t you worry, Secretary of State. Denmark’s fixed link with Sweden includes a high-speed rail link between the countries. For the foreseeable future, there will be more high-speed rail over and under an inlet of the Baltic sea than over a single inch of the north of England.

Now the Danes are building a fixed link to Germany —the project is financed and run by the Danish Government—while also building high-speed rail links joining the rest of the country. In fact, on current plans, Denmark, which takes up a third of the area that England does, will have more high-speed track in use than England by the end of next year, and it will continue to pull miles and miles ahead.

The Danish authorities are showing more vision and commitment to the nation’s transport infrastructure than their counterparts in the DFT. In Denmark, connecting neighbours is not a wheeze dreamt up by the Prime Minister, with no basis in reality; it is part of a sustained, long-term strategy to truly level up. I cannot imagine the Danish transport authorities planning a bridge or tunnel over a munitions and radioactive waste dump. They live in the real world, where they are building real infrastructure and real connections. This is a small, independent, northern European country taking bold and radical steps to improve connectivity with its neighbours, to push towards decarbonisation, and to boost its economy and that of its neighbours.

Contrast that with the Union connectivity review, where, despite the Scottish Government wanting meaningful engagement on a raft of issues, the UK Government simply ploughed ahead and ignored them.

[Mike Amesbury]

Will the hon. Gentleman give way?

[Gavin Newlands]

I will give way once, but I see that a number of Members want to speak in the debate, and this is a devolved issue.

[Mike Amesbury]

I thank the hon. Gentleman for giving way during his powerful contribution. In May, a station in my patch, Northwich, collapsed. It still has not been rebuilt. People who are disabled or have mobility problems cannot travel in one of the directions, yet the Government have so far refused to build back better, fairer and in an inclusive way. Does he concur that that is the reality on the ground in many parts of the UK, including the north of England?

[Gavin Newlands]

I thank the hon. Gentleman for his intervention. I have not been to his part of the country yet, but I am sure that I will make plans to shortly. I have no doubt about what he says, and I am entirely unsurprised by it. I am sure—or at least I hope—that the Secretary of State was listening to what he said.